Propelling mechanism for boats



(No Model.) 2 SheetsSheet 1.

J. H. MCDONA D. PROPELLING MECHANISM FOR BOATS.

No. 573,522. Patented Dec. 22, 1896.

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PROPELLING MECHANISM FOR BOATS. No. 573,522. Patented Dec. 22, 1896.

MIMI-fl 11 ESE W Tuna/7d UNITED STATES PATENT OFFICE.

JAMES H. MCDONALD, OF OLYMPIA, VASHINGTON.

PROPELLING MECHANISM FOR BOATS.

SPECIFICATION forming part of Letters Patent No. 573,522 dated December 22, 1896. Application filed April 24, 1896. Serial No. 588,946. (No model.)

To all whom it may concern:

Be it known that 1, JAMES H. MCDONALD, a citizen of the United States, residing at Olympia,in the county of Thurston and State of \Vashington, have invented anew and useful PropellingMechanism for Boats, of which the following is a specification.

This invention relates to manually-propelled boats; and the object in view is to provide a simple, cheap, and effective propelling mechanism for actuating the propeller-shaft, whereby the muscular exertion of the person propelling the boat will be utilized in the most effective manner and the weight of said person also utilized. The propelling mechanism is so arranged that the operator faces at all times the directionin which the boat is traveling.

To this end the invention consists in the improved propelling mechanism for boats, as hereinafter fully described, illustrated in the drawings, and finally embodied in the claims hereto appended.

In the accompanying drawings, Figure 1 is a dotted perspective view of a boat, showing the improved propelling mechanism in full lines. Fig. 2 is a longitudinal section through the same. Fig. 8 is a transverse section thereof. Fig. 4 is a plan view of the same.

Similar numerals of reference designate corresponding parts in the several figures of the drawings.

The propelling mechanism forming the subject-matter of this invention is particularly adapted for use in connection with small boats and adapted to be operated bya single person, although, of course, the mechanism which will be described may be duplicated, so as to enable another operator to assist in the propulsion of the boat.

Referring now to the drawings, 1 designates a boat of any ordinary build, in which is arranged a propeller-shaft 2, passing through the stern of the boat and having a screw-propeller 3 secured to its rear end. This shaft carries at its advance end, upon the inside of the boat, a bevel-pinion 4, which meshes with and is driven by a bevel-gear 5, mounted fast upon a crank-shaft G and near the center of said shaft. This shaft is mounted revolubly in a bearing-frame 7, secured for convenience to the bottom or floorin g of the boat,

said bearing-frame having a rearwardly-disposed arm or extension 8, which lies in rear of the bevel-pinion at and forms or carries the bearing for the propeller-shaft 2. The propeller-shaft 2 also carries, near its advance end and just in rear of the arm or extension 8, a fly-wheel 9, which equalizes the motion of the shaft 2 and prevents the stopping of the crank-shaft 6 upon a dead-center.

10 represents the handle-frame, which comprises vertically-disposed parallel arms or levers 11, connected at their upper ends by a cross-head forming the handle-bar 12, by which the frame is oscillated. Intermediate its ends the frame 10 is secured rigidly to a crossbar 13, forming the fulcrum of the handle-frame and journaled at its opposite ends in bearings 14, secured to the sides of the boat. The lower end of the handle-frame is connected operatively with thecranks 15 on the crank-shaft 6 by means of pivotal links or connecting-rods 16, whereby in the vibration of the handle-frame rotary motion will be imparted to said crank-shaft and, through the bevel gears above described, to the propeller-shaft and propeller. The crank-shaft 6 is of such length that the links or rods 16 will work upon opposite sides of the fly-wheel 9 and not interfere with the rotation thereof.

17 designates a pair of parallel or substantially parallel beams which form part of the seat-frame. These beams are mounted at their forward ends upon a transverse horizontal shaft 18, which is in turn mounted at its opposite ends in bearings 19, secured to the gunwales. The beams 17 are connected at their rear ends by means of the transversely-disposed seat-board 20, and are also connected at points intermediate their ends to the handle-frame by means of pivotal links or rods 21, the said links or rods connecting at one end to the seat-frame and at their opposite ends to a cross-bar 22, arranged horizontally and extending across and connecting the vertical lever portions 11 of the handleframe. By this arrangement as the handlebar 12 is drawn backward the seat-frame is elevated, and as the seat-frame is depressed the handle-bar is thrust forward.

The operators feet rest upon a pair of pedals 23, which are secured to the swinging ends of a pair of pedal-levers 21, pivoted at their opposite ends to stationary brackets 25, secured for convenience to the boat bottom or flooring. Near the lower end of the levers 11 of the handle-frame are secured brackets 26, and between these brackets and the swinging ends of the pedal-lever 24: are pivotal links or rods 27. Thus when the pressure of the riders feet is applied to the pedals 23 the lower end of the handle-frame is thrust forward, the handle-bar 2 is moved rearward, and the seat-beam 17 elevated, thus lifting the seat.

In operation the person intending to propel the boat takes his seat upon the board 20, places his feet against the pedals 23,and grasps the handle-bar 12. He now gives a backward pull upon the handle-bar, and incidental to such pull his weight is lifted from the seat and transferred to the pedals, whereupon his entire weight and also the backward pull upon the handle-bar is utilized to impart rotation to the crank-axle 6 and thus drive the propeller. The handle-bar having reached the limit of its movement, the operator transfers his weight to the seat 20, and the seatframe, through its connection with the handle-fran1e and operating through the links or rods 16, completes the revolution of the bevelgear 5, while the fly-wheel 9 serves to carry the cranks 15 past the dead-centers, thus securing continuous rotary motion. The muscularexertion and weightof the operator are thus both utilized, and as an additional advantage the operator faces the bow of the boat and the direction in which the boat is moving.

, Any suitable rudder and steering mechanism may be employed in connection with the propelling mechanism hereinabove described.

It will be apparent that changes in the form, proportion, and minor details of construction may be resorted to without departing from the spirit or sacrificing any of the advantages of this invention.

Having thus described the invention, what is claimed as new is I. The combination with the vibratory handle-frame fulcrumed intermediate its ends, of the handle-bar connected to said frame at one side of its fulcrum, the pedals connected the pedal-levers with the handle-frame upon the opposite side of the fulcrum of the handle-frame to that upon which the handle-bar is arranged,and connections between the handle-frame and the driving-gear, substantially asdescribed.

3. The combination with the l1andle frame fulcrumed as described and operatively connected to the propeller-shaft, of a vibratory seat-fran1e comprising a seat mounted upon the free ends of a pair of spaced bars pivoted at their opposite ends to the boat-frame and lying substantially horizontal to permit of the seat having an up-and-down motion, and inclined links or rods interposed between said bars and the handle-frame whereby they are adapted to act as toggle-arms against the handle-frame, substantially as described.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

JAMES II. MCDONALD.

Witnesses:

G. J. LEED, W. J. FOSTER. 

